RU2243383C2 - Power-generating system with ring combustion chamber - Google Patents

Abstract

FIELD: electrical engineering.

SUBSTANCE: proposed power-generating system contains housing, combustion chamber, turbine with great number of blades fastened on rotor, compression chamber, great number of compressor blades attached to said rotor, intake air channel, great number of magnets connected to said rotor. Compressor blades are arranged in compressor chamber. Housing accommodates stator made of material which can be attracted by magnets and which is arranged close to said magnets, thanks to it rotation of rotor causes changes in flow around said stator, thus generating power. Power generating system contains fuel metering valve hydraulically connected with said combustion chamber. Fuel metering valve contains proportioning solenoid with plunger and end piece. Valve body forms plunger space, intake hole and exhaust hole. Plunger is made for projecting along longitudinal axis and it projects in said plunger space. Flow plate is connected to valve body. Said plate is provided with hole and is arranged inside plunger space between intake and exhaust holes.

EFFECT: reduced discharge of nitrogen oxides, improved reliability of power generating system.

10 cl, 35 dwg

Description

EXISTING BACKGROUND

1) Field of technology

The present invention relates generally to an electricity generating system, and more particularly, to a compact system that includes an annular combustion chamber and a turbine for generating electricity.

2) Prior art

Compact electricity generating systems using annular combustion chambers and turbines are known. Currently, these systems are used to generate from 25 kW to 50 kW of electricity. Such systems are manufactured by some companies, such as Capstone Turbine Corporation, Marbaix (Marbeks), Bowman Power Systems Ltd. (Bauman Power System Ltd.) and Allied-Signal Corp. (Ellide Signal Corp.).

Most of the electricity generating systems described above are designed for military use in combat, although they can be used in other areas of technology. Consequently, these generating systems are built according to military characteristics, which is expressed in expensive systems.

While military demands for compact electricity-generating systems are decreasing, there has recently been an interest in these systems in civilian applications, primarily as backup power sources for computers. However, the acceptability of these systems is limited due to their high cost.

Therefore, the present invention is based on the task of creating an inexpensive, compact, light in weight and durable electricity generating system, which includes an annular combustion chamber using hydrocarbon fuels such as diesel fuel, jet fuel, gasoline, natural gas and fuels alcohol type.

Typically the exhaust gases (of other gas turbines) exiting the combustor are cleaned in order to reduce it in the outgoing atmosphere of nitrogen oxides NO _x.

Therefore, another object of the present invention is to provide a combustion chamber with a low NO _x emission and a low overall emission level.

In addition, in many applications, electricity generating systems of this type operate intermittently, and such a mode of use of the systems can clog fuel lines, injectors and / or fuel pumps. It is important that these systems work on demand so to speak, as they are primarily used as backup systems for primary power supplies and / or as primary power.

Therefore, another objective of the present invention is to provide a reliable electricity-generating system that can operate intermittently with appropriate reliability.

SUMMARY OF THE INVENTION

An electricity generating system comprising a housing, an annular combustion chamber, a turbine, a compressor chamber, and a compressor located in the compressor chamber. The inlet channel is hydraulically in communication with the compressor chamber, and the outlet channel is hydraulically in communication with the turbine and with the compressor located between them. Many magnets are attached to the rotor, and a stator is provided in the housing, which is made of magnetically attractable material such as iron. The stator is located in close proximity to many magnets, so the rotation of the rotor causes a change in flow around the stator, resulting in the generation of electricity. A fuel pump and an oil pump are provided, both of which are driven by a single electric motor. A fuel metering valve is provided that includes a proportional solenoid valve with a plunger that is adapted to extend along a longitudinal axis. An annular or hydrodynamic bearing, which is held in place by a locking device, is provided for rotating part of the rotor to rotate. The compressor blades and the turbine blades are separated by a split annular device to prevent the flow of gases directly onto the turbine blades from the compressor blades and vice versa. A heat exchanger is provided for heating the incoming compressed gas and cooling the exhaust gases, or, in other words, the compressor pumps air before it is sent to the combustion chamber to minimize fuel consumption.

The present invention is also a method of operating an electricity generating system, which comprises the following operations: rotating a rotor with a plurality of compressor blades and a plurality of turbine blades attached to it, and a plurality of magnets located around the rotor, this plurality of magnets is located in close proximity to the stator, to cause the rotation of the rotor; air suction into the compressor, which includes a plurality of compressor blades; compressor suction air compression; the flow of compressed air into the combustion chamber; mixing fuel with at least a portion of the compressed air flowing into the combustion chamber, resulting in a fuel / air mixture; ignition of the fuel-air mixture in the combustion chamber, which results in exhaust gases or thermal energy; passing exhaust gases or thermal energy and any residual compressed air through the turbine, which includes many turbine blades; emission of exhaust gases or thermal energy and residues of compressed gases; interruption of electricity supply to the stator when the rotor rotates at a first speed; and electricity generation by rotating magnets located around the rotor and interacting with the stator. The ignition of the fuel-air mixture in the combustion chamber generates thermal energy to drive the turbine wheel of the turbine. The resulting flame in the combustion chamber as it passes to the turbine nozzle and turbine wheel receives dilution air to control the temperature of the turbine inlet.

BRIEF DESCRIPTION OF THE DRAWINGS

Figa and Figv are conditional block diagrams of a generating system made in accordance with the present invention;

FIG. 2 is a schematic block diagram of a liquid fuel supply system for the generating system shown in FIG. 1A;

Figure 3 is a schematic diagram of an alternative oil system for the generating system shown in Figure 1A;

FIG. 4 is a plan view of an arrangement of an electric motor, a fuel pump, and an oil pump used in the generating system shown in FIG. 1A;

Figure 5 is a rear view of a portion of the fuel pump shown in Figure 4;

FIG. 6 is a side view of the fuel pump shown in FIG. 5;

Fig.7 is a top view of part of the fuel pump shown in Fig.5 and Fig.6;

Figa is a partial section of a metering valve made in accordance with the present invention;

Fig. 8B is a partial sectional view of the metering valve shown in Fig. 8A;

Fig.9 is a partial section of another embodiment of a metering valve made in accordance with the present invention;

Figure 10 is a sectional view of a portion of the combustion chamber in the generating system shown in Figure 1A;

11A is a partial section along the line XIA-XIA in Figure 10;

Fig. 11B is a top and perspective view of the outer wall of the jacket of the combustion chamber shown in Fig. 10;

Fig is a top view and in perspective, partially in section, of a part of another embodiment of the combustion chamber, similar to the combustion chamber shown in Fig.10;

FIGS. 13A, 13B, 13C, and 13D are perspective views of alternative structures of the primary / secondary pre-mixing chamber shown in FIG. 10;

Fig.13E is another embodiment of the outer wall of the jacket of the combustion chamber, a top view and a perspective view;

Fig.13F is a partial section along the line XIIIF-XIIIF in Fig.13E;

Fig. 14 is a graph of flame temperature versus fuel-air mixture;

Fig is a partial longitudinal section of a part of a turbine made in accordance with the present invention;

Fig. 16A shows an exploded perspective view of a bearing holding system used in a turbine in accordance with the present invention;

Fig. 16B is a front view of a portion of the bearing retaining ring and the bearing shown in Fig. 16A;

Fig.16C is a section along the line XVIC-XVIC in Fig.16A;

FIG. 16B is another front view of a portion of a bearing retaining ring and bearing shown in FIG. 16B;

FIG. 17 is an exploded perspective view of a portion of a turbine comprising a bearing retaining system shown in FIG. 16A;

Fig. 18 is a side view, partially in section, of the power plant shown in Fig. 1A;

Fig. 19 is a side view, partially in section, of another embodiment of the power plant shown in Fig. 1A, including a heat exchanger;

FIG. 20 is a side view, partly in section, of a portion of a magnetic interference ball bearing system constructed in accordance with the present invention; FIG.

21 is an end view of a portion of a wall of a shirt of an alternative embodiment of the present invention;

Fig. 22 is a cross-sectional view of the secondary mixing chamber shown in Fig. 21;

FIG. 23 is a sectional view of a portion of a compressor / turbine assembly including compressor blades and turbine blades located around a rotating drive shaft and a split ring device;

FIG. 24 is a front view of the split ring device shown in FIG. 23.

DESCRIPTION OF PREFERRED EMBODIMENTS

For the purposes of the description herein, the expressions “upper”, “lower”, “left”, “right”, “rear”, “front”, “vertical”, “horizontal” and derivatives thereof will relate to the invention in the way it is oriented in the drawings. However, it should be understood that the invention may contemplate various alternative orientations and sequences of operations, unless otherwise specifically indicated. It should also be understood that the specific devices and processes shown in the attached drawings and described in the following description are merely exemplary embodiments of the inventive concepts defined in the claims. Therefore, the specific dimensions and other physical characteristics related to the embodiments disclosed below should not be construed as limiting unless expressly stated otherwise in the claims.

1A and 1B show a schematic block diagram of an electricity generating system 10 constructed in accordance with the present invention. The system 10 includes a power plant 12 having an annular combustion chamber 14 with a combustion chamber through which the gas combustion products pass before leaving the exhaust channel 26.

Two specific embodiments of the power plant are shown in FIG. 18 and FIG. 19. The embodiment shown in FIG. 19 combines a heat exchanger to extract part of the heat of the exhaust gases and improves the overall thermal efficiency of the system. The embodiment shown in FIG. 18 does not contain a heat exchanger. Referring again to FIG. 1A, it can be seen that the annular combustion chamber 14 is in fluid communication with the turbine rotor 16, which includes a rotor 18 rotatably supported at the opposite ends by bearings 20 and 21 so that the rotor 18 can rotate about a longitudinal axis . The electric stator 22 is coaxial with the rotor 18, and the heat exchanger is hydraulically connected to the rotor 16 of the turbine. An air inlet channel 28 is provided.

Liquid fuel, such as heating oil, is contained in the fuel tank 30, which is hydraulically connected to the annular chamber 14 via a line 32. The line 32 is connected to a fuel filter 34, a fuel pump 36, a safety valve 37 and a fuel metering valve 38, which are hydraulically connected to annular combustion chamber 14 or are in hydraulic communication with it. A conduit 32 feeds a plurality of fuel injectors 40 provided in the annular combustion chamber 14. Figure 2 depicts a fuel purge valve 38 that is connected to a pipe 32 between the fuel injectors 40 and a fuel metering valve 38. The pipe 41 communicates a fuel purge valve 39 with a fuel tank 30 to divert fuel into the fuel tank during normal engine shutdown, allowing fuel to injectors and the fuel manifold are purged, and therefore, tendencies to coking / clogging of the fuel are prevented.

As shown in FIGS. 1A and 3, lubricating oil is supplied to lubricate the bearings 20 and 21 from the sump 42, which is hydraulically connected to the bearings 20 and 21 by a pipe 44. (FIG. 3 shows an alternative arrangement of FIG. 1A and shows some external engine components interacting with a lubricating oil system that are not shown in Fig. A. The arrangement shown in Fig. 3 can be connected to the generating system shown in Fig. 1A and Fig. 1B.) A pipe 44 is connected to an oil filter 46, air-oil heat exchanger 48 and a lubricating oil pump 50. Lubricating oil flowing through bearings 20 and 21 is returned to the sump 42 along with oil outside the stator heat exchanger 24 of the alternator. The oil pressure relief valve 51 is in fluid communication with, or in fluid communication with, the pipe 44 and is in fluid communication with the sump 42. It should be understood that the expression “hydraulically connected to” as used herein may be replaced by the expression “in fluid communication from".

Returning again to FIGS. 1A and 1B, both the fuel pump 36 and the lubricating oil pump 50 are volumetric pumps that are driven mechanically by a 24-volt electric motor 52. Transducers 54, 56, 58 and 60 are provided for measuring the temperature of the lubricating oil , lubricating oil pressure, fuel pressure, and gas pressure exiting the compressor, respectively. Inverters 54, 56, 58, and 60 are electrically connected to a microprocessor-controlled motor controller 62. A thermocouple 64 is located in the exhaust channel 26 downstream of the turbine to measure the temperature of the exhaust gases of the turbine. The thermocouple is electrically connected to the motor controller 62.

The motor controller 62 is electrically connected to an inverter assembly block 66, which includes an output inverter 68 and a start inverter 70. This assembly is disclosed in the international patent application entitled "Electrical system for a turbine / alternator on a common shaft", filed on behalf of inventors Suresh E. Gupta, Douglas R. Bumham, Jon W. Teets, J. Michael Teets and Brij Bhargava simultaneously with this application and incorporated herein by reference. The starting inverter 70 is electrically connected to a 24-volt DC battery 72, as well as to the motor controller 62 (input line 74). An output line 76 electrically connects the motor controller 62 and the output inverter 68. The output inverter 68 is adapted to supply electricity via line 79 to a user's power supply 83 or to power an electrical component such as a computer.

4 shows an electric motor 52 mechanically coupled to a fuel pump 36 and to a lubricating oil pump 50. Preferably, the electric motor 52 is a brushless electric motor. Pumps 36 and 50 are operatively connected or connected to electric motor 52 by rotating drive shafts or electric motor shafts 78 and 80, respectively. Connecting the electric motor 52 to a power source causes the drive shafts 78 and 80 to rotate around their longitudinal axes 81.

Pumps 36 and 50 are positive displacement pumps and are preferably gear-type rotary pumps. 5-7, each fuel pump 36 comprises an inner rotor 82 located inside the outer rotor 84, which is located inside the housing 86. An arc-shaped inlet channel 88 and an arc-shaped outlet channel 90 are formed in the body 86. The motor shaft 78 is mechanically coupled to the inner rotor 82 so that rotation of the shaft around the longitudinal axis 81 causes the inner rotor 82 to rotate relative to the outer rotor 84. The outer rotor 84 defines a plurality of (N) pump chambers 92 and a plurality (N-1) of radially protruding gear teeth 94, a cat These are formed on the inner rotor and are received in pump chambers 92 by a method well known in the art. Specifically, when the inner rotor 82 rotates or moves relative to the outer rotor 84 and the housing 86, fluid, in this case lubricating oil, is pumped through the housing 86 from the inlet pipe 95 to the inlet channel 88 through the pump chambers 92, the exhaust channel 90 and the exhaust pipe 96. The pump 50, the lubricating oil operates in the same way as the fuel pump 36, except that it is driven by the motor shaft 80, it is not disclosed in detail below. A fuel pump is not necessary if compressed gaseous fuels such as methane are used. Methane flow can be controlled through an electromechanical valve.

An advantage of the present engine arrangement with an oil pump and a fuel pump is that if the lubricating oil pump 50 fails (which usually means that the inner rotor 82 is pinched and cannot rotate about the longitudinal axis 81), the motor 52 will stop, preventing the drive shafts 78 and 80 thereby from rotation. Also, if the electric motor or fuel pump fails, a safe shutdown will occur. This will cause the system to “shut down” because fuel will not be supplied to the annular combustion chamber 14 by the fuel pump 36, which is driven by the motor shafts 78 and 80. Therefore, damage to system components is prevented due to insufficient supply of lubricating oil to the rotating parts of the system. The lubricating oil pump 50 and / or motor 52 must be repaired before fuel can be supplied to the annular combustion chamber 14.

1A, 8A, 8B, and 9 show that fuel is pumped by the fuel pump 36, and the flow rate to the engine is changed by the fuel metering valve 38. Preferably, the fuel metering valve 38 is a spring-loaded, closed proportional solenoid valve. The position of the solenoid valve changes as a function of the flow passing through the solenoid, which changes the flow rate of the fuel through the fuel metering valve 38.

Figs. 8A (open position) and 8B (closed position) show one embodiment of a fuel metering valve 38, where the valve is indicated by the letter V. Valve V contains a proportional solenoid S and a valve body B that defines the plunger cavity. A cylindrical plunger P, which is moved in the longitudinal direction, which is elongated along the longitudinal axis, includes a tip T varying in diameter, which varies with respect to the longitudinal axis. A diaphragm plate or flow plate F is provided in the valve body B having a diaphragm or hole O located in the middle. (Alternatively, only the cylindrical plunger P can be used to interact with the diaphragm O.) The diaphragm plate F divides the valve body B into the inlet chamber and the exhaust chamber. . An inlet fuel line FI is connected to a fuel inlet provided in the inlet chamber, and an outlet fuel line FO is connected to a fuel outlet provided in the outlet chamber. The inclusion of the solenoid S causes the cylindrical plunger P and the tip T to move in the longitudinal direction. The tip T interacts with the diaphragm O in the diaphragm plate F, allowing fuel to flow through it, as shown in Fig. 8A. This, in response, changes the flow from the inlet to the outlet through the diaphragm O in the diaphragm plate F. FIG. 8B shows a tip T closing the diaphragm O to prevent fuel flow between the inlet chamber and the exhaust chamber. Therefore, the position of the tip T relative to the diaphragm plate F controls the flow of fuel to the annular combustion chamber 14. As can be seen in FIGS. 8A and 8B, the tip T varies from a diameter smaller than the diameter of the diaphragm O to a diameter larger than the diaphragm O, whereby the cylindrical plunger P is adapted to move both in the first longitudinal direction and in second longitudinal direction. The cylindrical plunger P protrudes through the diaphragm O and contacts the diaphragm plate F, blocking the flow passing through the diaphragm plate F in the locked position when the cylindrical plunger P passes the first distance in the first longitudinal direction. When the cylindrical plunger P moves in the second direction from the locked position, the tip T is located outside the diaphragm plate F, and the flow through the diaphragm plate F changes as a function of the longitudinal position of the tip P.

FIG. 9 shows another embodiment of a fuel metering valve 38, wherein the valve is designated V. The valve V includes a proportional solenoid S ′ and a housing B ′ that defines the cavity of the plunger. A cylindrical plunger P ′ is provided, capable of moving in the longitudinal direction and which is adapted to protrude along the longitudinal axis, in addition, it protrudes into the cavity of the plunger of the valve body B ′. The cylindrical plunger P 'is made of a cylindrical plunger P, rigidly attached to the manifold or tip M. Fuel flows from the inlet fuel line FI through the inlet formed by the valve body B' into the cylindrical chamber on the cylindrical plunger P ', which is a continuous ring R ₁ around the cylindrical plunger P '. The fuel flow goes from the ring R ₁ through the shaft connecting hole H ₁ defining an inlet channel connected to the shaft opening H ₂ defining the exhaust channel, through the channel passage H ₃ to the outlet opening formed by the valve body B ′, and then from the exhaust fuel line FO through the ring R ₂ . Holes H ₁ , H ₂ and H ₃ define a flow passage in fluid communication with the inlet to the outlet.

The closed position occurs when the cylindrical plunger P 'is completely located on the left, as shown in Fig.9. This closes the ring R ₂ from the exhaust line FO. Dosing of fuel occurs by placing the ring R ₁ to the exhaust fuel line FO. Ventilation lines VE1 and VE2 are also connected to the cavity at the end of the plunger displacement areas.

In operation of the metering valve shown in FIG. 9, the proportional solenoid S ′ is energized to move the cylindrical plunger P ′ in a first longitudinal direction inside the cavity of the valve body B ′. The cylindrical ram P '(positioning ring R ₂ ) is then placed either to block the fuel flow from the inlet fuel line FI to the exhaust fuel line FO, or to allow fuel to flow through it. The fuel flow rate depends on the longitudinal position of the ring R ₁ relative to the exhaust fuel line FO, ensuring that the pressure of the fuel pump remains constant. The fuel pump pressure on the metering valve is maintained through a safety valve. Rings R ₁ and R ₂ are formed on the manifold M attached to the cylindrical plunger R. The outer parts of the manifold M defining the rings R ₁ and R ₂ act as a blocking element to block or change the flow passing through one or both lines - the inlet fuel line FI and FO exhaust line. Therefore, moving the manifold M in the longitudinal direction causes the inlet channel, the outlet channel and the blocking element to interact with the inlet and the outlet to change the flow through the valve body B ′ from the inlet to the outlet.

Returning to FIGS. 1A and 2, it can be seen that the fuel purge valve 39 located inside the pipe 41 is a normally closed solenoid valve, such as a 24-volt two-way normally closed DC solenoid valve. During operation, the fuel purge valve 39 is only in the open state for a set period of time when the fuel supply to the engine (via the metering valve) is turned off. The electric motor 52 continues to be turned on until the rotor speed reaches 0 rpm (revolutions per minute), and at that moment the electric motor 52 is turned off. This allows any residual fuel to be purged in the fuel injectors 40 or its associated manifold by the pressure of the compressor in the fuel tank 30. This purge operation minimizes / prevents fuel from coking, clogging, or clogging the fuel injectors 40, which may cause problems in fuel distribution.

Figure 10 shows a partial section through part of an annular combustion chamber 14. The annular combustion chamber 14 is connected to a compressor-turbine installation 100. The compressor-turbine installation 100 includes compressor blades 102 and turbine blades 104 located around the engine rotor or the rotating drive shaft 106. The engine rotor 106 protruding in the form of a console from an external bearing is adapted to rotate around the longitudinal axis Z and is supported by bearings 20 and 21, which are schematically shown in Fig.1A.

An annular outer wall 108 of the housing is provided, and it defines an air intake passage 110 located adjacent to the compressor blades 102. The outer wall 112 of the jacket of the combustion chamber and the front wall of the casing or the inner wall 114 of the casing define an annular combustion chamber 116. The front wall 114 of the casing and the front of the outer wall 108 of the casing define an air path or passage 118 of the compressor / diffuser, which starts near the outlet of the diffuser, which is in fluid communication with the annular combustion chamber 116. In passage 118, a CD compressor / diffuser is provided. The annular combustion chamber 116, the turbine, and the air passage 118 are in fluid communication with each other. The annular cooling region 119 is defined by the distal end 120 of the front wall 114 of the housing and the front end of the outer wall 112 of the jacket of the combustion chamber. The annular cooling region 119 directs cooling air to the turbine annular nozzle 128. An annular air-passage passage or air-discharge nozzle 122 is formed at the distal end of the outer wall 112 of the jacket of the combustion chamber. A corrugated vibrating strip 124 may be provided in the air-passage passage 122. Alternatively, the vibrating strip 124 may be removed and replaced with either holes H shown by a dotted line formed in the outer wall 112 of the jacket of the combustion chamber or the presence of the outer wall 112 of the jacket of the combustion chamber adjacent to the turbine nozzle wall 126 ′ shown by the dashed line, and the presence of a plurality of openings H and T, shown by the dotted line, formed in the outer wall 112 of the jacket of the combustion chamber to dilute the flame contained inside an annular combustion chamber 116. Preferably, a ring (not shown) is provided for adjusting the cross-sectional area of the holes T 'for controlling the amount of air entering the secondary air source, and thus keeping the flame temperature and NO _x emissions constant.

The outer wall 112 of the jacket of the combustion chamber is attached to the outer casing with a plurality of bolts BO, for example two. One of the BO bolts defines an opening adapted to receive a GP ignition electrode adapted to start a fuel system for liquid fuels. The firing electrode GP passes through the corresponding bolt BO and into the annular combustion chamber 116. The upwardly curved wall 126 of the turbine nozzle is spaced apart from the air fluidizing nozzle 122. Alternatively, the turbine nozzle wall 126 may be straight, as indicated by a dotted line and indicated by 126 ’. The turbine nozzle wall 126 and the front wall 114 of the casing define an annular turbine nozzle 128 that is in fluid communication with the turbine blades 104 that form the turbines. A duct or airflow passage 129 is formed between the outer wall 108 of the housing and the outer wall 112 of the housing jacket.

A plurality of pre-mixing chambers or secondary pre-mixing chambers 130 are arranged circumferentially and attached to the outer wall 112 of the jacket of the combustion chamber adjacent to the rear wall of the annular combustion chamber 116. A plurality of circumferentially spaced and radially or tangentially arranged fuel injectors or nozzles 132 protrude through the outer wall 108 of the housing and into the air flow path 129 so as to distribute the fuel into the primary premixing chamber, inlet region, or first end 138 of FIG. 11A.

As shown in FIGS. 11A and 11B, fuel injectors 132 pass through the outer wall 108 of the housing and end inside the air flow path 129. A plurality of primary premixing pipelines 134 protrude circumferentially around the outer wall 112 of the combustion chamber adjacent to the rear wall 136 of the annular combustion chamber 116. The inlet zones 138 of the primary premixing pipelines 134 are located in close proximity to the distal ends of the injector 132 and are in fluid communication with it and bent so that they are directed along arrows 140. A vortex nozzle 142 is provided in each of the primary premixing pipelines 134 for assist in the evaporation of fuel and the rapid distribution of liquid fuel through the primary pipelines 134 pre-mixing.

Alternative swirl nozzles 142 may be omitted. The primary mixing pipes 134 are positioned relative to the outlet ends of the fuel injectors 132 so as to direct the rich (non-combustible mixture) air-fuel mixture from the outlet or the second end mainly in the annular direction inside the preliminary mixing chamber 130, where air is further added to obtain a combustible mixture towards the front wall 114 of the casing of the annular combustion chamber 116. An ignition electrode GP is provided in the outer wall 112 of the jacket of the combustion chamber, which protrudes into the annular combustion chamber 116 to ignite the fuel-air mixture, creating a self-sustaining flame. Fuel injector 132 should be spaced from inlet zone 138, as shown in FIG. 11A. 11A shows an inlet region 138 with a curved inlet end and a fuel injector 132 located perpendicular to the outer wall 108 of the housing. Other arrangements may be used, for example, as shown by the dotted lines in FIG. 11A, as primary mixing tubes 134 ’of pre-mix and fuel injectors 132’.

The operation of the combustion chamber is described below with reference to Fig.10, 11A and 11B. The engine rotor 106 rotates, causing the compressor blades 102 to rotate around the Z axis. The air is sucked into the air intake 110, becoming compressed and flowing through the air path 118 and the air flow path 129 in the direction of the arrows 140. The directed compressed air enters the annular combustion chamber 116 through the cooling the passage 119 and the air-cutting nozzle 122 and the hole N.

Compressed air also enters the inlet ends 138 of the primary premixing conduits 134. Air also enters the openings 143 of the secondary air source, which is in fluid communication with the inlet end E of the respective premix chambers 130. Compressed fuel leaves the ends of the fuel injectors 132 and is transferred by compressed air (due to the generated differential pressure in the jacket of the combustion chamber) to the inlet ends 138 of the primary premixing pipelines 134 simultaneously with the formation of a rich air-fuel mixture. This air-fuel mixture passes through optional swirl nozzles 142 to enhance the evaporation of fuel from the hot walls, causing it to swirl when a flame is triggered. Longer primary premixing conduits 134 may also be provided for longer residence times of the rich air-fuel mixture; however, this installation will be sufficient and will provide good evaporation and uniform mixing of fuel / air. 12 shows another embodiment having vortex nozzles 142 with a nozzle 132 located inside the primary premixing pipe 134. Referring again to FIGS. 10 and 11A, this rich mixture flows from primary premixing pipelines 134 into preliminary mixing chambers 130, where air is then mixed to obtain a lean air-fuel mixture for combustion and exits from the outlet ends to the annular combustion chamber 116 in a predominantly ring direction to the front of the flame. Initially, the GP ignition electrode ignites a mixture that burns to produce energy for power. After ignition, the GP ignition electrode remains off. Downstream and to the air-cutting nozzle 122, rarefied air enters the flame to reduce the temperature of the combustion products.

The exhaust gases then pass through the formed flame front after the rarefied air is mixed and passes in and through the turbine nozzle to generate a speed to release the energy of the associated turbine wheel through the turbine blades 104, which drive the compressor blades 102 and the alternator shown in Fig. 18 and Fig. 19.

13A, 13B, 13C and 13D show alternative layouts of the previously described premix chambers 130. In particular, compared with FIG. 13A, each primary premixing conduit 134 is fed into a twisted protruding fuel secondary premixing chamber 150 to enhance secondary pre-mixing before combustion. Each protrusion 152 has a twisted shape to cause the air-fuel mixture to swirl. A secondary air line 154 is provided that has an outlet end connected to a corresponding secondary pre-mixing chamber 150 in the middle between the ends of this secondary pre-mixing chamber 150, which is in fluid communication with the air flow path 129. The inlet ends of the secondary air lines 154, which are attached to the outer wall 112 of the combustion chamber, are located inside the air flow path 129. The arrangement shown in FIG. 13B is similar to the arrangement shown in FIG. 13A, with the same reference numbers used for similar parts. Specifically, the primary premixing pipe 134 and the secondary air pipe 154 enter the cylindrical secondary premixing chamber 150 opposite the twisted protruding unit. As shown in FIG. 13C, the mixing unit 156 is located at the junction of each primary pre-mixing pipe 134, secondary pipe 154 and the secondary pre-mixing chamber 150 for mixing the flow from pipelines 134 and 154. The mixing blocks 156 offer a large mass and are attached to the jacket combustion chambers and, accordingly, give a tendency to reduced jacket heating and normal deformation. Fig.13D is similar to the layout shown in Fig.13B, with the same reference numbers used for similar parts. Specifically, the primary pre-mix pipe 134 and the secondary pre-mix pipe 154 enter the expandable secondary pre-mix chamber 150 ’’.

13E and 13F show another embodiment of the outer wall 112 of the jacket of the combustion chamber having a plurality of annular openings H, a primary pre-mix pipe 134, a secondary pre-mix chamber 150 ″, a secondary air pipe, as discussed above, and an additional secondary pipe 157 air source, adapted to receive compressed air from the path 129 of the air flow for flowing through it and exit into the annular chamber 116 of combustion in the annular direction around uzhnoy wall 112 of the combustion chamber jacket. This arrangement helps to overcome any pressure impulses of the flame front.

In operation, the present invention provides low NO _x formation, and the total emissions are reduced.

Minimal amount of nitrogen oxides (NO-NO ₂₎ - is less than 10 parts per million ^(-1) - can be achieved, preferably in combustion chambers, thanks malookislyayuschey environment (fuel / air contained within the primary premix chamber for a long time) at low temperatures flame and after the second depleted low-presence air-fuel mixture burns, resulting in a low NO _x flame temperature. Preferred is a long residence time in the primary pre-mixing to liberate a nitrogen atom with a minimum amount of oxygen available (rich air-fuel mixture, primary pre-premix with a long presence) to liberate hydrogen molecules in a free state to enhance flame stability. Too low a temperature of the oxidizing primary zone of the flame will cause an increase in LEL (unburned hydrocarbons) with CO (carbon monoxide). Therefore, pre-mixing without flame is preferred. The flame of the low temperature range is achieved due to homogeneous, depleted before evaporation, pre-mixed gradual work. A low flame temperature can be achieved due to the condition of fuel enrichment or fuel depletion, the latter of which is not very good due to an increase in the amount of CO in the NLF.

It would be preferable that the primary mixing system of the pre-vaporized rich air-fuel mixture would be followed by a secondary mixing system to obtain lean fuel / air ratios, as before burning to obtain a low flame temperature, lower than 2500 ° F (1371 ° C) and reduced emissions. A mixture (unburned) with a rich fuel / air ratio passes through a lean pre-mixing stage with a long residence time before burning, thereby avoiding the stoichiometric state of the flame and the associated large amount of NO _x . Ring mixing and combustion, combined with primary pre-mixing with rich evaporation, followed by a secondary pre-mixing chamber, depletion of fuel / air before combustion provides low-emission combustion. Low flame temperatures produce low NO _x , as shown in FIG. The hydrogen released in the free state at the stage of primary pre-mixing of rich fuel / air, combined with relatively small changes in pressure or pressure drop (PR) in the combustion chamber, enhances the stability of the lean flame, resulting in a secondary depletion chamber with a short presence.

First, during operation, the engine rotor is driven by battery energy, while the fuel is simultaneously supplied to the combustion chamber and the ignition electrode is activated. The air stream leaves the compressor diffuser in the translational tangential direction and moves in the direction of the primary injection mixing tubes, whereby a volume of air, together with low pressure liquid fuel, is injected into the inlet of the mixing tubes or primary mixing tubes 134. A simple cavity swirl nozzle receives fuel in two areas to facilitate uniform mixing from a single jet fuel source. Fuel is forced to flow into the mixing chambers by changing the pressure in the jacket of the combustion chamber. Fuel (if vortex nozzles are built in) is twisted by centrifugal movement at the wall of the inner diameter of the primary mixing pipes, where it evaporates when the flame appears. Then, the rich vaporized air-fuel mixture enters the secondary pre-mixing zone, where the air-fuel mixture is lean before entering the ignition electrode and / or the flame zone in the air-fuel mixture path, and the mixtures are ignited. When a flame appears outside the pipe, heat creates the vaporization of the fuel-air mixture inside the pipe.

This rich air-fuel mixture in the primary zone, which, in turn, is leaner in the secondary chamber, varies in concentration and flame temperature depending on the operating speed of the engine, but ranges from 2700 ° F to 1500 ° F (from 1482 ° C to 816 ° C), where NO _{x is} minimized.

Combustion after the secondary pre-mixing zone has an elevated lean flame temperature with a low equivalence ratio giving low emissions due to low temperature and an additional oxygen reaction to alter the chemical reaction (CO + OH = CO ₂ + H), which reduces CO emissions, preferably from 0 , 6 to 0.9 φ (equivalence ratio) for a lower temperature to maintain a low NO _x value.

The combustion products pass through the combustion chamber along the ring / tangentially, preserving the direction of kinetic energy, which is common for products flowing from fuel injectors. The flame enters the rarefaction zone, where further the dilution air of the compressor is mixed with the products of the combustion chamber to lower the flame temperature to the set temperature of the turbine inlet. The fuel / air ratio depends on power requirements and air flow, the last of which may be constant. The fuel flow varies depending on the load applied to the rotor of the turbine. During operation, the speed of the turbine rotor may vary or be constant.

Fig. 14 shows some operating ranges depending on the fuel / air ratio before combustion, when the stoichiometric temperature of 3800 ° F (2093 ° C) of the flame temperature will produce an excessive amount of NO _x . Preferably, the operating temperature is between 1500 ° F and 2700 ° F (816 ° C and 1482 ° C) and more preferably below 2600 ° F (1427 ° C), where a low level of from 0.4 to 0.6 φ would be most preferred. . Without variable geometry, the value of φ will vary depending on the power requirements. It is believed that 50% of the energy generated by combustion is used to drive the compressor, and 50% of the energy used to generate electricity. An exhaust gas temperature thermocouple 64 measures the temperature of the exhaust gases. Based on this information, it is believed that the combustion temperature can be determined based on the fuel flow rate. Preferably, the production of NO _x should be limited below 20 ppm.

Another important feature of the present invention are bearings that support the turbine rotor at speeds in excess of 100,000 rpm. Figures 15, 16A-16D and Figure 17 show a bearing 20, which is a hydrodynamic and oil wettable bearing, which receives the rotor 16 of the turbine rotatably and slidingly shown in Figure 18. 17 shows a portion of a compressor-turbine installation 100 that includes an engine main body 253, a lubricating seal 261, solid rings 198, and a split ring or blocking member 216.

With particular reference to FIGS. 16A-16D, the bearing 20, which is shown in FIG. 17, includes an annular single spacer or angular spacer bearing element 20 ’of a bearing with two grooves 196 that receive solid rings 198 made of elastomeric material. The bearing member 20 ’rotatably receives the cylindrical portion of the rotor 18 through an annular channel formed by the bearing member 20’.

Axially extending threaded holes are located on one end surface of the bearing member 20 ’. The bearing member 20 ’is received in a cylindrical bore formed in the bearing housing 200 located in the turbine engine housing 202, which is attached to the bed of the power plant. The bearing member 20 ’is attached to the housing by means of a mounting assembly 203, which is described below. Two spaced apart arcuate flanges 204 protrude axially from one end in the bearing housing 200. Arcuate grooves or undercuts 206 for a split ring (of which only one is shown) are formed on the inner circumferential surfaces of the flanges 204. Spaced recesses 208 receiving the protrusions are formed by the ends of the flanges 204 and end at the final points defined on the outer surface of the bearing housing 200. A circular snap ring 210 with protrusions having threaded holes is provided near the end of the bearing member 20 ’. Two protrusions 212 spaced 180 ° apart protrude radially from the retaining ring 210 from the annular channel of the bearing part 20 ′, and receiving threaded holes are located on the retaining ring 210 to secure the retaining ring 210 to the end of the bearing member 20 ′ with screws 214 that pass through the holes in the retaining ring 210 into the holes in the end of the bearing member 20 ′. The bearing member 20 ’is then received into the bearing housing 200 by protrusions 212 located inside the recesses 208 receiving the protrusions, which prevents the bearing member 20’ from rotating along the longitudinal axis relative to the bearing housing 200. The split ring 216 is inserted into the arcuate grooves 206 in the bearing housing 200 to hold the protrusions 212 and, in turn, the retaining ring 210 between the split ring 216 and the bearing housing 200. Preferably, there is a small gap between the bearing housing 200 and the outer diameter of the bearing member 20 ’. The solid rings 198 are clamped between the outer surface of the bearing member 20 ’and the inner surface of the bearing housing 200 and act as a damper and seal. This assembly provides a complete continuous float of the bearing without the problem of loosening screws, since the split ring 216 holds the bearing in place. The split ring 216 also provides controlled or limited axial and annular movement to the bearing member 20 ′, while the split ring and terminating points hold the bearing member 20 ′ in the axial direction in the bearing housing 200 and relative to the bearing housing 200 by interacting with the snap ring 210 and protrusions 212.

Figs. 18 and 19 show a side view of two structures of a power plant 12 ’and 12’ ’using the elements described above. Specifically, each of the power plants 12 ′ and 12 ″ comprises an annular combustion chamber 14, an exhaust duct 26 and an inlet air duct 28. Each of the annular combustion chambers is in fluid communication with a respective turbine rotor 16, which includes a rotor 18 supported bearings 20 and 21 and mounted rotatably.

On Fig shows such a power plant, which includes a frame 159, containing an annular combustion chamber, a rotor, a turbine made of many blades attached to the rotor, and in hydraulic communication with the combustion chamber, a compressor chamber hydraulically connected to the combustion chamber, having a plurality of compressor blades attached to a rotor located therein, an air inlet channel hydraulically connected to the compressor chamber, an exhaust channel hydraulically connected to the turbine, a plurality of ita attached to the rotor, and a stator made of a material with magnetic attraction provided in its body, and having a stator winding, which is located in close proximity to many magnets, thereby rotating the rotor causes a change in the flow around the stator to generate electricity by inducing electricity electric current in the stator winding. The inlet air flows from the inlet air passage 28 towards the compressor blades 102 along the flow path 160. A flow path 160 is formed between the outer casing 162 and the sump 42, as shown in FIG. 1A and FIG. 3. In the embodiment shown in FIG. 18, ambient temperature air is supplied to the inlet air passage 28 and around the sump 42 along the flow path 160. The ambient air temperature is slightly heated by the elevated temperature of the oil, which in turn cools the oil contained in the sump 42. The air is then compressed by the compressor blades 102. Compressed air then moves inside the annular combustion chamber 14, as discussed earlier, and the combustion products and gases exit through the exhaust duct 26. The sealing plate fixture 400, discussed below, is located between the compressor blades 102 and the turbine blades 104 and acts as a heat shield. A cylindrical sleeve 169 is provided, which is made of a heat-resistant polymer resin having carbon fibers. A cylindrical clutch 169 is located around the magnets and fixes the magnets. The magnets and the cylindrical coupling 169 are attached to the rotor and form the rotor of an alternator, which is mechanically attached to the rotor 500 of the engine. The carbon fibers in the clutch 169 allow the clutch 169 to withstand the forces generated by high speeds.

In FIG. 19, which is similar to FIG. 18, with the same reference numbers representing the same elements, a heat exchanger 170 is shown. The heat exchanger 170 includes an outer casing 172, an inlet passage 174 for the stream, and an outlet passage 176 for the stream. The inlet passage 174 of the stream is located next to the outlet passage 176 of the stream and shares a common wall after the inlet air passes through the compressor blades 102 in the compressor. The inlet air then flows through a plurality of flow tubes 178 that pass through the exhaust outlet passage 176 and into the annular combustion chamber 116. Gases exiting the annular combustion chamber 116 flow into the turbine region, where the exiting gases flow through the turbine blades 104 to a heat exchanger 170, which includes a flow exit region 180 around the flow pipes 178 to heat the intake air. The exhaust gases then flow into the exhaust outlet passage 176, which is adjacent to and adjacent to the inlet passage 174 so that heat from the exhaust gases passing through the exhaust outlet passage 176 can flow to the compressed air passing through the inlet passage 174 flow, thereby cooling the exhaust gases and heating the intake air. The exhaust gas then exits through the exhaust duct 26. The hot exhaust gases preheat the inlet gases and increase the efficiency of the 12 ’’ power plant.

A pre-magnetic load system as shown in FIG. 20 is provided. Conventional oil-lubricated ball bearing systems require light “pre-loading” to ensure that the ball bearings are in contact with the respective inner and outer raceways to prevent relative slippage and the inherent “cracking” of the material during spin-up. Gas turbine engines typically develop a safe bearing confidence load due to engine operating pressures of approximately 30% of the planned rotor speed, but until the ball bearings undergo some levels of slipping that can cause cracking. Some small gas turbines have a set of ball bearing springs preloaded on each other like spindles in machines, but gas turbines may be at risk from poor rotary designs, which leads to other problems.

The present embodiment includes an integrated alternator provided with a rotor system of the engine 300, which includes a rotor 302 and a stator 303 having their respective centers of mass, which are offset by about 2% axially from each other, thereby creating an intrinsic axial direct magnetic attraction of the rotor 302 to the stator 303, which contains iron. This provides an advantageous condition for preloading the ball bearing without causing distortion of the electrical output of the alternator, and introducing only one ball bearing.

Specifically, the rotor 302 includes a plurality of circumferential permanent magnets MG (only one shown) that are located adjacent to and adjacent to the stator 303. The magnets MG of the rotor 302 and the stator 303 have centers of mass M ₁ and M ₂ , which are offset by a distance "A". The rotor 302 is attached to the rotor 301 of the engine (which corresponds to the rotor 18 in FIG. 1). A ball bearing 304 (which corresponds to the previously described bearing 21) is provided at the end of the motor rotor 301, defining a portion of the rotor 302 receiving the bearing. Ball bearing 304 includes an annular inner race 305 attached to the rotor 301 of the engine, and an annular outer race 305 located coaxially with the annular inner race 306 and attached to the stator frame 307 of the frame. Balls 308 are received inside the recess for receiving balls formed between the annular inner race 306 and the annular outer race 305. The axial magnetic attraction of the stator 303 to the rotor 302, as represented by the centers of mass M ₁ and M ₂ , causes a continuous preload to be applied to the ball bearing 304 to help prevent cracking and cause relative axial displacement between the annular outer race 305 and the annular inner race 306 rolling.

Fig.21 and Fig.22 show another embodiment of the present invention. Specifically, FIG. 21 shows a portion of the jacket wall 310 similar to the rear of the outer wall 112 of the jacket of the combustion chamber shown in FIG. 11A. The same reference numbers mean similar elements. A portion of the jacket wall 310 includes a rear wall with a plurality of circumferential pre-mix chambers 312 similar to the arrangement shown in FIG. 11A, except that the exit regions or ends 314 of the pre-mix chambers 312 diverge, as opposed to that in FIG. .11A they are shown as straight lines. 22 shows a premixing chamber 312 in more detail. The divergent outlet region 314 reduces the rate of exit of the gas-air mixture gases into the annular combustion chamber 116. The fuel-air mixture enters the annular combustion chamber in a circular diverging direction. The divergent arrangement of the premix chamber 312 acts as a flame keeper to enhance flame stability.

23 shows a portion of a turbine compressor unit 100 in more detail. The compressor-turbine unit 100 is an integrated unit that includes a plurality of compressor blades 102 spaced from a plurality of turbine blades 104. The compressor blades 102 and the turbine blades 104 are attached to the rotating drive shaft 106 through a turbine disk and a compressor disk; compressor blades 102 are exposed to cooler gases than turbine blades 104; compressor blades 102 may break if exposed to hot gases that come into contact with turbine blades 104. Therefore, the seal plate assembly 400 is held between the turbine nozzle 401 and the diffuser 403 in the recessed portion of the ring receiving space 402, which is formed between the plurality of compressor blades 102, the plurality of turbine blades 104 and the rotary drive shaft 106.

As shown in FIG. 24, the seal plate assembly 400 is a split ring that is substantially circular in shape and made of two semicircular sections 404. It is preferred that each of the two semicircular sections 404 is made of heat-resistant material. The semicircular sections 404 of the seal plate assembly 400 are held in place by a cavity placed between the diffuser 403 and the turbine nozzle 401 attached to the bed, as shown in FIG. 19 and FIG. 23. 23, the cross section of each semicircular section 404 includes an inclined portion 408, a lip portion 410 connected to the inclined portion 408, and a flange portion 412 connected to the lip portion 410. The turbine nozzle 401 abuts the sealing flange portion 412 to hold the assembly 400 sealing plates in place. The seal plate assembly 400 defines an opening 416 having an outer diameter approximately equal to but larger than the diameter of the rotary drive shaft 106 adjacent to the ring receiving space 402, which extends through the opening 416. The inclined parts of the seal plate assembly 400 are in close proximity to compressor wheels 411, which is determined by compressor blades 102. The edges of the plurality of compressor blades 102 are elongated at an angle a, measured from the V ’’ axis, and are located adjacent to the inclined portion 408 shown in FIG. 19. The air or gas gap 418 is defined by the surface 420 of the inclined portion 408 and the cuff portion 410. More specifically, the surface 420 and the cuff portion 410 include two spaced walls that are in fluid communication with the annular combustion chamber 116, which defines the gas gap 418.

The seal plate assembly 400 separates the compressor blades 102 from the turbine blades 104 so as to prevent gas from flowing directly onto the turbine blades from the compressor blades and vice versa. The combination of the poor thermal conductivity of the HASTALLOY-X® material, the gas gap 418, and the small contact area of the flange portion 412, which has an opening defined next to the plurality of turbine blades 104, provides excellent insulation for the plurality of compressor blades 102. It is believed that the seal plate assembly 400 can be made of ceramic material or other insulating materials with poor thermal conductivity and highly oxidation resistant materials instead of HASTALLOY-X®.

In general terms, the method of operation of the above-described electricity generating system is as follows. Firstly, the rotor rotates by supplying electricity, i.e. current from the battery to the stator. This causes air to be sucked into the compressor, which becomes compressed air. Compressed air flows into the combustion chamber, at least part of which is mixed with fuel, which leads to a fuel-air mixture. The fuel-air mixture is ignited in the combustion chamber, which leads to exhaust gases. The exhaust gases and any remaining compressed gas pass through the turbine nozzle of the turbine and then exit. The electricity supplied to the stator is turned off when the rotor rotates at a first speed, causing electricity to be generated by rotating magnets located around the rotor interacting with the stator. Preferably, the rotary bearings are lubricated with lubricating oil, and the lubricating oil and fuel are supplied through pumps driven by a single engine. Preferably, the air-fuel mixture is introduced into the combustion chamber through scattering nozzles, and the compressed air is preheated with exhaust gases.

Returning again to FIGS. 1A and 1B, the electricity generating system 10 operates in the following preferred manner. Firstly, the electricity generating system 10 is started by supplying energy from the DC battery 72, and the electromechanical fuel valve is open, which is called the starting operation. Alternatively, instead of a DC battery 72, AC power can be used. This valve is always open and closed only in hazardous conditions when fuel must be cut off. Then the ignition electrode is energized. Power is supplied from the DC battery 72 in the form of pulses to the ignition electrode. Battery power causes the compressor shaft to rotate so that intake air flows into the annular combustion chamber 14. The fuel purge valve 39 is maintained in the closed position and only opens when the fuel from the fuel injectors 40 is purged for a period of time to the source tank 30 with the back pressure of the combustion chamber.

Then, the electric motor 52 is energized. This motor drives the lubricating oil pump 50 and the fuel pump 36. The gas turbine engine of the alternator / engine will not be energized until the oil pressure reaches the set minimum. The oil pressure sensor monitors the oil pressure to detect emergency shutdown conditions when the oil pressure drops below a set level. The fuel pump 36 simultaneously provides an adjustable pressure of the fuel source.

In the above sequences, the stator of the motor starts to rotate the motor, causing air to flow into the motor. At about 5% of the design speed of the rotor, ignition occurs, and when the rotor is at about 10% of the design speed of the rotor, fuel is supplied to the combustion chamber.

The GP ignition electrode ignites the air-fuel mixture in the annular combustion chamber 14. At approximately 40% of the design rotor speed, the ignition electrode and the starting operation are turned off. The engine continues to accelerate to the design speed of the rotor. It is important that the ignition of this mixture occurs early in order to provide a soft ignition of the fuel / air. The initial volumes of fuel flowing into the combustion chamber are set based on the inlet and outlet exhaust gas temperatures, which are used to set the proportional electromagnetic fuel metering valve 38. After the initial ignition and sufficient flame energy, the rotor speed increases to the design rotor speed. The rotor speed depends on the temperature of the exhaust gas. The electric motor 52 is turned off when the temperature of the exhaust gas exceeds a predetermined maximum temperature of more than 4 seconds.

It is believed that this system replaces the existing diesel generators in the prior art, which weigh about 2,000 pounds (907.2 kg). It is also believed that a 45 kW generator powered by a gas turbine made in accordance with the present invention will weigh approximately 350 pounds (158.8 kg) and emit less than 30 ppm. NO _x . Further, the present invention can operate efficiently at various speeds, but preferably at a constant speed.

More specifically, during power-up / start-up, power is supplied from a 24-volt battery. The electromechanical fuel valve is open. The ignition electrode is then fed by applying pulsed power to the spark plug (from 0.25 to 0.34 V of electricity at 2500 V, from four to five spark discharges per second). This depends on whether the system starts “from a cold state” or “from a hot state”, where a “cold start” occurs when the compressor has not been operating for a long period of time, and a “hot start” occurs when the compressor has been running recently. Compressor inlet temperature or residual exhaust temperature will affect the initial fuel flow to prevent overheating conditions. Fuel flow is controlled through the installation of a proportional solenoid valve. The previously spring-loaded purge valve is closed in normal condition and is energized to open only when it is turned off for a period of one minute to purge the residual fuel with the back pressure of the combustion chamber into the fuel tank. The oil pump is energized together with the fuel pump with an electric motor for gear-rotary oil pump and fuel pump. The gas turbine motor is not powered to rotate until the oil pressure is at the minimum pressure level. The oil pressure sensor is also used for emergency shutdown if the oil pressure drops below the minimum value. An automobile-type fuel pump driven by a 24-volt engine provides an adjustable overpressure of fuel supply of 65 to 70 psig (448.14 to 482.63 kPa) to a proportional solenoid metering valve that is set to a predetermined value. Preferably, the oil pump and the fuel pump are driven by the same engines. The gas turbine rotor is then rotated by an electric motor, where the generator operates as a starting engine. The amount of energy required to rotate the engine is predicted by: 1) the flow and pressure through the compressor; 2) the energy released from the hot gases passing through the turbine, which increases as a function of the design rotor speed between 20% and 50-60% of the speed and / or temperature. At about 40% of the design rotor speed, the motor energy will be cut off and the rotor will be self-sustaining.

The flow of fuel into the combustion chamber starts at 5% of 100% of the design rotor speed (for example, at 5000 rpm for a system with 100000 rpm). It is important that ignition occurs early (no fire period). This allows for soft ignition. The initial amount of fuel that flows into the combustion chamber is set based on the temperatures of the intake and residual exhaust gases for proper installation of the proportional solenoid valve. The fuel in the combustion chamber increases until the rotor rotates at 100% of its design speed. After the initial absence of fire, the control system monitors the temperature of the exhaust gas above 1000 ° F (538 ° C) and controls the degree of acceleration of the rotor speed to about 90% of the design rotor speed. At this point, the fuel control is such that the temperature of the exhaust gases is in the range of 500 ° F to 1000 ° F (260 ° C to 538 ° C), and more preferably between 500 ° F and 700 ° F (260 ° C and 371 ° C). Starting time up to 100% of the design speed of the rotor can be less than 10 seconds. The overheat cut-off switch is located near the exhaust channel so as to cut off the fuel supply if the temperature of the exhaust gases exceeds a predetermined value within a few seconds. At 90% of the design rotor speed of a unit rotor speed, the system will be controlled through a feedback loop to maintain 100% of the design speed of the rotor. Thus, the fuel flow will change according to the demand of the load to maintain 100% of the design speed of the rotor. Preferably, the speed control loop at 100% of the design speed of the rotor is supported by cutting off the ignition and removing energy from the system. The temperature of the exhaust gas will vary with the power requirements.

The present invention has the ability to maintain 100% of the design speed of the rotor under load on and off conditions, and it is estimated that approximately 50% of the total turbine energy is required to drive the compressor under no load conditions. Further, the engine controller monitors the system to determine if there is a malfunction in the fuel pump, oil pump, or electric motor 52 driving these pumps.

With the currently described preferred embodiments of the invention, it should be understood that they can be implemented in another way within the scope of the following claims.

Claims (10)

1. An electricity generating system comprising a housing, a combustion chamber provided in said housing, a turbine made of a plurality of turbine blades attached to a rotor provided in said housing and in fluid communication with said combustion chamber, a compressor chamber provided in said housing and being in fluid communication with said combustion chamber, a plurality of compressor blades attached to said rotor, said compressor blades being arranged They are provided in a compressor chamber, an air inlet channel in hydraulic communication with said compressor chamber, an outlet channel in hydraulic communication with said turbine, a plurality of magnets attached to said rotor, a stator made of material capable of being attracted by magnets provided in said case, said the stator is located in close proximity to said plurality of magnets, whereby the rotation of said rotor causes a change in flow around said of the stator, thereby generating electricity, and a fuel metering valve in fluid communication with said combustion chamber, said fuel metering valve comprising a proportional solenoid having a plunger with a tip, said plunger adapted to protrude along a longitudinal axis, wherein the valve body forms a plunger the cavity, inlet and outlet, said plunger protrudes in said plunger cavity, and a flow plate having an opening formed therein is mentioned a threaded flow plate is attached to said valve body and located inside said plunger cavity between said inlet and said outlet, whereby moving said plunger in a first longitudinal direction causes said tip to interact with a hole formed in said flow plate to change the flow from said inlet to said outlet through said opening formed in said sweat plate ka. 2. The electricity generating system according to claim 1, wherein said tip has a diameter that varies with respect to the longitudinal axis. 3. The electricity generating system according to claim 1, wherein said combustion chamber is an annular combustion chamber. 4. The electricity generating system according to claim 2, in which the diameter of the tip varies from a diameter less than the diameter of the hole formed in said flow plate to a diameter greater than the diameter of the hole formed in this flow plate, whereby said plunger is adapted to move as in the first longitudinal direction, and in the second longitudinal direction, and when said plunger extends a first distance in a first longitudinal direction, said plunger tip protrudes through said bore the hole formed in said flow plate and is in contact with said flow plate, blocking flow through said flow plate in a locked position, and when said plunger moves in a second direction from a locked position, said tip moves away from said flow plate and the flow through said plate the flow varies as a function of the longitudinal position of said tip. 5. An electricity generating system comprising a housing, a combustion chamber provided in said housing, a turbine made of a plurality of turbine blades attached to a rotor provided in said housing and in fluid communication with said combustion chamber, a compressor chamber provided in said housing and being in fluid communication with said combustion chamber, a plurality of compressor blades attached to said rotor, said compressor blades being arranged veins inside the compressor chamber, an air inlet channel in hydraulic communication with said compressor chamber, an outlet channel in hydraulic communication with said turbine, a plurality of magnets attached to said rotor, a stator made of magnetically attracted material provided in said body, said stator is located in the immediate vicinity of said plurality of magnets, whereby the rotation of said rotor causes a change in flow around said stator, thereby the gene by supplying electricity to a fuel metering valve in fluid communication with said combustion chamber, said fuel metering valve comprising a proportional solenoid with a plunger adapted to protrude along a longitudinal axis, said plunger having a tip and the valve body forming a plunger cavity, an inlet and an outlet, said plunger protrudes inside said plunger cavity, said tip has a blocking part, and the flow passage formed therein has an inlet a channel and an outlet channel in which said inlet channel is in fluid communication with said outlet channel, whereby moving said tip in a first longitudinal direction causes said inlet channel, outlet channel and blocking member to cooperate with said inlet and outlet for changing the flow through said valve body from said inlet to said outlet. 6. An electricity generating system according to claim 5, wherein said combustion chamber is an annular combustion chamber. 7. An electricity generating system comprising a housing, a combustion chamber provided in said housing, a turbine made of a plurality of turbine blades attached to a rotor provided in said housing and in fluid communication with said combustion chamber, a compressor chamber provided in said housing and being in fluid communication with said combustion chamber, a plurality of compressor blades attached to said rotor, said compressor blades being arranged They are provided in a compressor chamber, an air inlet channel in hydraulic communication with said compressor chamber, an outlet channel in hydraulic communication with said turbine, a plurality of magnets attached to said rotor, a stator made of material capable of being attracted by magnets provided in said case, said the stator is located in the immediate vicinity of the plurality of magnets, whereby the rotation of the said rotor causes a change in flow around the stator, thereby generating electricity, a fuel pump in hydraulic communication with said annular combustion chamber, a bearing for rotatably supporting said rotor, a lubricating oil pump in hydraulic communication with said bearing, an electric motor connected to said fuel pump and said lubricating oil pump, in which said fuel pump and said lubricating oil pump are driven by said electric motor. 8. The electricity generating system of claim 7, wherein said fuel pump and said oil pump are volumetric pumps. 9. The electricity generating system of claim 7, wherein said combustion chamber is an annular combustion chamber. 10. The electricity generating system of claim 8, wherein each of said pumps comprises an internal rotor located inside the housing, said internal rotor being adapted to move in said housing for pumping fluid through said housing, wherein each of said rotors is driven mentioned electric motor.

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